A bold statement, yes. But having embarked on a year-long rock star launch tour covering the Portimao circuit in Portugal, a closed-off Mount Panorama and the Sydney Motorsport Park, there is little left to say – at least dynamically – for the new, second-generation model. Faster, lighter and sharper.

However, few supercars are capable of mixing those physics-bending, go-fast traits with everyday usability. The very first R8 did, so there are some weighty expectations at play in this, the first road test of the highly-awaited sequel.

From the outside the appearance is uncannily similar from R8 take-one: the bold, groundbreaking conception that put the Ingolstadt carmaker in lights with the world's finest supercars. Smart, understated styling is largely carried over even though the car is essentially all-new.

Beneath the R8's svelte styling is a new aluminium and carbon-fibre space frame that brings a lighter kerb weight and greater rigidity. It's the same platform found on its sister car, the Lamborghini Huracan.

The original R8's V8 engine and manual gearbox have been consigned to history. The second-gen comes in two V10-powered varieties depending on whether you've selected the $354,900 V10 or the $389,900 V10 Plus variant. For reference that's a $38,100 saving over the equivalent Huracan.

In 'everyday' guise, the V10 makes 397kW and 540Nm, an 11kW and 10Nm bump on the predecessor, and can sprint from nought to 100km/h in 3.5 seconds. The more potent V10 Plus version ups outputs to 449kW and 560Nm, resulting in a hastened 3.2 second 0-100km/h sprint. Both are mated to a seven-speed dual clutch automatic fitted with a requisite launch control function.

Faster, lighter, sharper: the Audi R8 V10 Plus. Photo: Supplied.

Technology which shuts down one cylinder bank in coasting scenarios contributes to a fuel claim of 11.4L/100km and 12.3L/100km on respective models.

Given the power increases and added dynamism, the R8 is surprisingly happy to dawdle about town. The engine offers the same low-down usability it was always known for and the updated seven-speed dual clutch transmission is immune to binding or lurchiness as the car sets off between stop signs and roundabouts. In addition, the R8's adjustable magnetic ride suspension is resistant to crashing over all but the harshest bumps. On everyday roads, it feels jiggly and firm at low speed, with progress smoothing out as the digital speedo needle climbs the dial. The caveat here is that Audi cheekily de-specified every R8 we drove to a smaller 19-inch wheel and tyre package.

Up the tempo to Dynamic (which contains a further three performance parameters) and the R8's versatility really comes to the fore. The V10 engine – the only naturally-aspirated powertrain left in Audi's portfolio – is the real highlight. There is power everywhere, irrespective of road speed and which ratio you're in. Move into the meaty mid-range and forward shove is almost maniacal, accompanied by a soundtrack that is out of this world – irrespective of which model you pick.

As good as the engine is, what really strings the new model together is its dual clutch transmission, offering in this writer's opinion peerless shift times and unmatched intuitiveness. This is to the point where, should you pull on a steering wheel paddle shifter for a moment too long, the R8 has shuffled back three gears. The engine revs freely to its 8700rpm cut out and pushes aggressively towards its 300km/h-plus top speed.

In every other respect, the R8 possesses the kind of handling and feedback fitting of a mid-engined supercar. Telepathic turn-in response and seemingly unmovable road holding stand out, the 1555kg body showing huge amounts of lateral grip.

The new model features free torque distribution between front and rear axle. It means for the first time the R8 can apportion 100 per cent of its torque fully variably between its front and rear Pirelli tyres.

For those who want their Audi to stop in (more of) a hurry, optional carbon ceramic brakes offer monumental force and are accompanied by a stability control suite that allows little or feral lateral leeway.

Driving dynamics are only part of the R8's appeal.

By supercar standards the R8's re-worked interior is surprisingly amenable to the daily grind. Accessing the R8 via large conventional door openings involves little to no contorting. Falling into its comfortable nappa-leather wrapped bucket seats is a breeze, and the driver-oriented 'monoposto' cockpit ensures every function is at your beck and call. The latest version of Audi's virtual display – a system adopted from the TT and the Q7 – creates a real sense of occasion, displayed on the driver instrument cluster with full driving data, navigation and audio information. It's a shame Audi's budget couldn't extend to electric steering wheel adjustment; at $400,000, there are some menial tasks you just shouldn't have to do yourself.

Space is generously proportioned across the two-seat layout, replete with a 112-litre 'frunk' under the bonnet.

Make no mistake, there is method in Audi's madness. As well as ensuring everyday usability for the significant proportion of owners who use the R8 as a daily driver, the liberated cabin space was requested by Audi designers to make room for safety roll cages and other go-fast bits for the R8 LMS GT3 racing car that was developed alongside the production car. The similarities don't stop there, with about 50 per cent common parts between the two vehicles.

The result is a production car equally at home on the racetrack as it is on public roads. Is it better than the original? In a word, yes.